Signaling and train-stopping device.



0. KROPP. SIGNALING AND TRAIN STOPPING DEVICE.

APPLICATION FILED OCT- 21, 19M.

21, 1915. Z SHEETS-SIIEET I.

Patented Aug.

COLUMBIA PLANOGRAPH 50.. WASHINGTON, n. c.

0. KROPP. SIGNALlNG AND TRAIN STOPPING DEVICE.

APPLICATION- FILED OCT 21, 19M.

Patented Aug. 24, 1915.

2 SHEETSSHEET 2.

COLUMBIA PLANOGRAPH (IO-,WASHINCITON, D. c.

UNIT

iar nine.

OTTO KBOPP, OF WEST I-IOBOKEN, NEW JERSEY.

SIGNALING AND TRAIN-STOPPING DEVICE.

Specification of Letters Pateiit; p t t 2a, 1915,

Application filed Getooer 21, 19114. SeriaINo. 867,852.

To all whom it may concern Be it known that l, OTTO Know, a citizen of the United States, and a resident of West Hoboken, in the county of Hudson and State of New Jersey, haveinvented certain new and usefullmprovements in Signaling and Train-Stopping Devices, of which the following is a full, clear, and exact specification.

My invention relates to devices for operating trains and steam railroads, and consists in devising, and in combining with the railroad track and switches, whereon such trains are running, of means for setting in action signaling devices, provided on locomotive engines, or on cars, or devices operating to automatically stop the train or cars by shut ting off the power, setting the brakes, or both, if the signal should not be heeded by the driver.

In my application for U. S. Letters Patent,,filed June 13th, 1914, Sr. No. 844;,990, there is shown and described an apparatus set up in, and upon the locomotive engine, for signaling to the engine driver when the train should be stopped, and to eiiect the stopping of the train, it the signal should not be observed, or disregarded. This apparatus is devised to be set 1n operative condition by actuating an electrical switch mechanism, mounted preferably on the forward truck of the engine, and the object of the invention forming the subject matter of this application, is to provide a device, adapted to be set up in the path of a moving train, or of a car, to act upon the electrical switch mechanism, to set the signaling, etc., mechanism, in operative condition, when the signal, etc, is to be given to prevent the running together, or derailing of trains, or similar accidents. This device is shown and described in my aforementioned application, in conjunction with the aforementioned signaling, etc., device, provided in the locomotive engine, but it may equally well be employed in a similar wayto cooperate with other signaling, etc, devices, besides that shown and described in my aforesaid application.

The invention, forming the subject matter of this application, is illustrated in the accompanying drawing, wherein- Figure 1 is a front, partly sectional view of the engine truck, showing the electrical switching mechanism, whereby such signaling and train stopping devices may be set in action; Fig. 2 is a side, partly longitudinal sectional View thereof; Fig. 3 is a diagramniatical plan view of a stretch of railroad track, showing the location of my improved device for setting the signaling, etc., apparatus on the engine in action, in a railroad track, also its connection with the switch rail to effect the setting up of the device in its operative position automatically, and simultaneously with the moving of the switch rail, also the location of the mechanism for setting up the device by hand, and independently of the position of the switch. Fig. 4 is the cross-sectional view of the de vice on line M, indicated in Fig. 3, drawn on an enlarged scale, showing the mechanism for setting up: the device automatically, by the shifting of the switch, and also by hand, independently of the position of the switch. Fig. 5 is a detail view, a side elevation of the lever actuating the mechanism of the device by the wheels of the engine.

Am example of an electrial switching mechanism, whereby a signaling, etc, device, provided in the engine cab, is set in action by the device herein shown and described, is shown in Figs. 1 and 2. This electrical switching mechanism is shown to be mounted on the forward truck of the engine; the terminals 6, of the conduit wires 6 and e projecting through the insulating bushings b to the underside oi the plate 79, their ends being formed in the shape of buttons. A two-arm lever 8 is mounted in a suitable pivotal bearing provided in the apex of the bracket 7, secured to the underside of the bolster plate 39, and a metallic spring 9, formed as shown in Fig. 2, is aiiiXed to the upwardly projecting arm of the lever 8 by means of the insulating socket s. The bends of the spring 9 are so dimensioned that the distances between the apexes thereof correspond eXactly to the distance between the terminals 23. Springs 10' serve to maintain the lever 8 in the position, in which the ter instance, by abutting against an obstruction in its path, the closing of the battery circuit is effected, and the signaling, etc., device, is thereby set in operation. For this purpose the devices, constructed as shown in Figs. 3 and 4 may be set up at suitable intervals along the railroad track. They are operatable by the lever 31, or automatically, when operatively connected to a switch. I

The apparatus comprises a bell crank lever 11, a drawbar 12, a locking lever 13,- a bell crank lever 14, an electro magnet 15, and a battery 16, located preferably outside of the casing 17, wherein the operative parts are'inclosed, to enable its being placed into the road-bed, a circuit-closing device 18, arranged underneath the switch rail' 19, and

an electrical circuit, connecting it with the battery 16 and with the electro-magnet 15, and the latter with the battery. The bell crank lever 11 is pivoted on stud 2O; its free arm 21 constitutes the trip lever, having preferably the form of a T to insure its contacting with the dependent arm 8 of the switching device mounted on the truck of the engine. Spring 22 having one of its ends attached to the drawbar 12, and the other to the end lug 23, set in the bottom of the casing 17, holds the trip lever 21 receded in the casing, and the parts of the mechanism in the position shown in full lines in Fig. 4. The rear end of drawbar 12, is slotted, pin 24 engaging in the slot 25 and serving as a. guide and support for the bar 12 in its reciprocating movements. Bell crank lever 14 is pivoted in bearings 26. Its horizontally disposed arm 27 extends along the rail R and lies so closely thereto that it will be acted upon, depressed, by theflange f of the wheel of the engine truck, running upon the rail. The downwardly depending arm of the bell crank lever 14, extends into the casing 17, and is formed into a hook 28 to engage with a correspondingly formed hook on the end of the longer arm of the lock lever 13. The latter is pivoted to the drawbar 12 by a pin 29, and its shorter, rear end, terminates in a flat heel 30. A balancing weight 47, which is adjustably mounted on the bar 48, serves to counteract the overweight of the longer arm of the lock lever 13. The bar 48 is rigidly secured in the lug 49 and extends over the shorter, or rear end of lever 13. By adjusting the weight 47 thereon, the lock lever is balanced on the pivot 29, so as to be easily swung thereon, to facilitate its operation by the. electromagnet 15, to effect the raising of its longer arm and bring its hooked end in engagement with the dependingarm of lever 14, when the device is set in action. The electromagnet 15 is set up right underneath the heel 30, and atsuch distance therefrom as to bring the latter within the attractive force of the electro magnet, when energizedby the closing of the battery circuit. The lock lever 13, is thus in the position of an anchor to the electro-magnet l5 and is actuated thereby.

The electro-magnet 15 is connected with the battery 16, by wires Q), o, o and '0 and independently therefrom, by wires u, a, o

and o, to enable the closing of the battery circuit to be efiected automatically, by moving the switch rail, or by shifting the lever 31 of the hand-operatable circuit closer, described further on. I In either case,the electro-magnet 15 is energized and then attracts the heel 30 of the lock lever 13, and then its other, longer arm, is projected upwardly, in position to be engaged by the hook 28 of the bell crank lever 14. Then, when the horizontally extending arm 27 of bell crank lever 14 is depressed, as it will be when the flange f of the front truck wheel 7" of the engine passes over it, its downwardly de pending arm, interlocking with the hooked end of lever 13, moves the drawbar 12 in the direction indicated by the arrow in Fig.

4. By this motion of the drawbar 12 the bell crank lever 11 isswung on its pivot 20, and the trip lever 21 is projected from the casing 17 and set up in the position, indicated in dotted lines in Fig. 4, and is held in this position by the weight of the engine acting through the flange f of the truck wheel f upon the arm 27 of thelever 14. The trip lever 21 is thus placed in the path of the downwardly depending arm 8, actuating the battery circuit closing mechanism of the engine, and causes it to swing to the rear, thereby closing the electrical circuit,

by which the signaling, etc. device is set in tion. When the switch rail. is set close to,

the rail 19 as shown in Figs.f3 and 4, to, permit the train to pass on, on the main track, the battery circuit is'interrupted, the movable contact 18, and the pin 33, being then in the position shown in Fig. 3. 'When the switch rail is thrown, to run, the train on the siding, or is tampered with, or in other words, only partly shifted, whether by accident or design, the pin 33, acts on the apex of the contact 18, depressing it, thus closing the battery circuit. In this position of the parts, the electro-magnet 15 is energized, its core attracts the heel 30 of the lock lever 13, thus moving the hook-shaped end of its other arm into engagement with the hook 28, formed on the downwardly de pending arm of bell crank lever 14. Then, when the flange f of the first wheel of the front truck of the engine rolls upon its horizontal arm 27 the above explained action of moving the drawbar 12 and setting up the trip lever 21 into the path of the switch operating lever 8 takes place, connecting the terminals 25 mounted on the bolster plate of the engine, thereby closing the electrical circuit operating the signaling, etc. devices on the engine. The train is then stopped, and its derailing on the misplaced switch is prevented.

For the setting up of the trip lever 21 by hand, the other circuit, through wires to, u and 12 also connecting the battery 16 with the electro-magnet 15, may be closed by swinging the double arm lever 81, pivoted in the lug 35, to the left. When the lever 31 stands up in the position shown in Fig. 4 of the drawings, the electric circuit through wires to, u and o is interrupted by the terminals 36 being separated. The shorter end of lever 31 extends into the casing 37, wherein the terminals 36 are arranged as shown and an insulated metallic shoe affixed to it, then efi'ects the closing of the battery circuit by connecting the said terminals. The electric current then passes from the battery 16 to the electro-magnet 15, and returns through wires 20, u and v and the apparatus acts as described above. This hand-operatable circuit closing device is used only when the switch rail is properly set, and yet it is necessary to prevent a train from proceeding either on the main line, or to the side track, as the case may be.

The hereinbefore described devices and their combination with the railroad track, were particularly designed to operate with the signaling system shown and described in my aforementioned application Sr. No. 8%,990; they may, however, as well be employed to operate other similar devices, adapted to be set in action by the moving of a part so mounted on the engine, or a car, that it may be engaged by the trip lever when set up in the path of the engine, or of a car, as hereinbefore set forth.

I claim as my invention:

1. The combination with a railroad track of a device for operating the movable part of a signaling device, mounted on a car or a locomotive engine, so as to set the signaling device in action, the device comprising a casing set between the rails and below the level thereof, a bell crank lever, pivotally mounted in the casing in position to project one of its arms between the rails and above the level hereof; a drawbar pivotally connected to the other arm of the bell crank lever; a spring connected thereto, and to the casing, to hold the arm of the bell crank lever in receded position in the casing; a bell crank pivotally mounted in bearings, set adjacent to the rail, onearm of the lever extending. in close proximity thereto, and its other arm, depending into the casing, being formed into a hook; a double-armed lock "lever having one arm formed into a hook, and the other arm formed into a flat heel, the lock lever being pivoted to the drawbar in position to engage the hook-shaped arm of the aforesaid bell crank lever; an electro-magnet set in the casing in position to draw, when energized, the flat heeled arm of the lock lever, and thereby to move its other hooked-shaped arm, in engagement with the correspondingly shaped arm of the bell crank lever; a battery, a normally interrupted electrical circuit connecting the battery with the winding of the electro-Inagnet, a second casing, stationary contact pieces connected with the battery circuit set in the casing; a

double-armed lever, pivotally mounted therein and having one arm projecting therefrom; an electrical conductor affixed to the other arm of the lever within the casing in position to contact with, and to connect, the stationary contact pieces within the casing, thus closing the circuit; substantially as herein shown and described.

2. The combination with a railroad track of a device for operating the movable part of a signaling device, mounted on a car or a locomotive engine, so as to set the signaling device in action, the device comprising a casing set between the rails and below the level thereof, a bell crank lever, pivotally mounted in the casing in position to project one of its arms between the rails and above the level thereof; a drawbar pivotally connected to the other arm of the bell crank lever; a spring connected thereto, and to the casing, to hold the arm of the bell crank lever in receded position in the casing; a bell crank pivotally mounted in bearings, set adjacent to the rail, one arm of the lever extending in close proximity thereto, and its other arm depending into the casing, being formed into a hook; a double-armed lock lever having one arm formed into a hook, and the other arm formed into a flat heel, the lock lever being pivoted to the drawbar in position to engage the hook-shaped arm of the aforesaid bell crank lever; an electromagnet set in the casing in position to draw, when energized, the flat heeled arm of the lock lever, and thereby to move its other hook-shaped arm, in engagement with the correspondingly shaped arm of the bell crank lever; a battery, a normally interrupted electrical circuit connecting the battery with the winding of the electro-magnet, a second casing set underneath the switch mil, a stationary and a movable contact ing the track; substantially as herein shown piece, connected with the battery circuit, set and described. in the casing, and means connected with the i switch rail, and adapted to act on the movable contact piece, effecting the closing of Witnesses: the electrical circuit when the switch rail is WILLIAM L. Tums, shifted out of its position,-closing or open- Lomsn KELLER.

OTTO KROPP.

I C'opies of this patent may be obtained for five cents each, by addressing the Commissioner 0:. Patents,

Washington, D. G. 

